Fabrik-deutz



(No 1100181. 2 Sheetgs-Sheet 1.

N. A. OTTO.

GAS on 011. MOTOR ENGINE.

No. 437,508. Patented Sept. 30', 1890.

2 Sheets-Sheet 2.

(No Model.) Y r N. .A.. OTTO. GAS 0R OIL MOTOR ENGINE.

No. 437,508. Patented Sew-'30, 1890 UNITED STATES PATENT OF ICE.

NICOLAUS AUGUST OTTO, OF COLOGNE, ASSIGNOR TO THE GAS-MOTOREN-FABRIK-DEUTZ, OF KOLN-DEUTZ, GERMANY.

' GAS OR OIL MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 437,508, datedseptember 30, 1890.

Application filed May 24, 1890. Serial No. 353,081. (No model.) Patentedin Belgium May 13, 1890, No. 90,540, and in Italy June '7, 1890, LIV,42.

To all whom it may concern:

Be it known that I, NICOLAUS AUGUST OTTO, a citizen of Prussia, residingat O0- logne, in the German Empire, have invented certain new and usefulImprovements in Gas or Oil Motor Engines, (for which I have obtainedpatents in Belgium dated May 13, 1890, No. 90,540, and in Italy datedJune '7, 1890, Vol. LIV, No. 42,) of which the following is aSpecification.

This invention relates to gas or oil motor engines working with a cycleof four strokes, and has for its object to dispense with thecounter-shaft driven at half the speed of the engine-shaft, such as isusually employed with such engines for working the valve and other gear.For this purpose the valve for admitting the combustible mixture of gasand air is made automaticthat is to say, it is held closed by a springof such strength as to allow the valve to be opened by the pressure ofthe atmosphere when the piston performs its suction-outstroke. Thedischarge-valve, on the other hand, is opened at the end of theworking-outstroke by an apparatus-such as a small cylinder with pistonthat is subject to the pressure existing in the engine-cylinder towardthe end of theworking-strokeand the valve is held open during theexpellingstroke, and is then made to close either by maintaining thepressure in the small cylinder during that time and then allowing such"pressure to escape or by providing a locking device which holds thevalve in the open position, and which is afterward made to re lea'seth'evalve; or, again, the valve may be connected toa cataract or othersimilar device, which controlsthe motion of the valve, so that it doesnot close before the end of the working-stroke. In combination withthese arrangements I also employdevices whereby when the engine runs toofast either the igniting device is made to prevent the ignition of theexplosive charge at'the end of the compression-stroke, so that thecharge is allowed to expand again during the following outstroke, or isthen again compressed, and so on until the speed of the engine is againreduced to the normal.

Figure 1 shows a side view, partly in section, of a gas-motor enginewith one arrangement of my invention applied thereto. Fig. 2 shows apartsection of the cylinder with the piston in a difierent position. Fig. 3is a detail sectional view. Fig. 4 is a diagram of the action of theengine, in which the arrow 1 indicates the suction and working strokes,and the arrow 2 the compression and expel ling strokes.

A small cylinder h communicates by a pipe 2' with the engine-cylinder ata point which is uncovered by the piston e when this arrives at the endof its outstroke, as shown in Fig. 1. A second passage in the cylindercommunicates with the atmosphere or exhaust, and when the piston arrivesat the end of its instroke a cavity 9 formed therein establishes acommunication between i and k, and consequently between the cylinderhand the atmosphere. The cylinder h contains a piston m, which ispressed inward by a spring 25, and which is connected bya rod toadoubleended lever Z, the other end of which acts on the stem of thedischarge-valve f.

In the cylinder-head is situated the gas and air admission valve n ofknown construction, as shown in section at Fig. 3, which opensautomatically against the action of a spring when the engine-piston isperforming its suction-stroke, so as to admit a charge of explo- ,sivemixture.

Fig. 3 shows a part sectional elevation of a modification, in which thepiston m is connected directly with the discharge-valve stem, thecommunication between the cylinder h and the engine-cylinder beingeffected by the pipe 1' and the piston m being pressed inward by aspring 15, as before. 7

In both the above arrangements when, at the end ofthe working-outstrokeof the piston c, this uncovers the passage 2', the pressure existing inthe cylinder is transmitted through passage 75 to the cylinder h,thereby forcing piston an outward against the action of the springs tand moving lever Z, so as to open the discharge-valve. As soon as thepiston e commences its expelling-instroke, it closes the opening of thepassage i, thus confining the gases under'pressure in cylinder h, andconsequently keeping the piston m, lever l, and valve f in the openposition until at the end of the instroke the cavity 9 puts e incommunication with k, whereupon the pressure will escape from 71.,allowing the springs t to move the piston m and lever Z back into theiroriginal position and to close the discharge-valve f.

In the diagram at Fig. 4 the part of the circle between a and 1)indicates the time during which the passage 1' remains uncovered by thepiston e at the end of the outstrokes, and the part between 0 and d thetime during which the passage is put in communication with the exhaust kby the cavity 9 at the end of the instrokes.

For igniting the explosive charges an electrical igniting apparatus isshown in Figs. 1 and 3, the circuit of which is broken or closed by theaction of a governor, according as the engine is running too fast or atordinaryspeed. The two poles are fixed in an insulated man ner oppositeeach other in a tube Z, so that a spark passing from the one to theother will ignite a charge after this has been compressed by thecompressing-stroke. The spark will also pass at the commencement of thesuction-stroke; but as the tube Z will then be filled with products ofthe previous combustion no ignition will occur.

The working of the engine, arranged as at Figs. 1, 2, and 3, will takeplace as follows:

At the suction-stroke of piston e explosive mixture will be drawn intothe cylinder through the automatic mixing admissionvalve 02. This willbe compressed at the return-stroke and will be fired by the ignitor Zwhen the piston has arrived at the dead-center. At or about thecompletion'of the ensuing working-outstroke (at point a, in diagram,

tween 11 and k at the end of the stroke, and

thus allows the discharge-valve to close. A

fresh charge is then drawn in by the following outstroke. p is arevolving contact-piece on an insulating-ring 0 on the engine-shaft, andqis a stationary contact-spring by which the igniting-circuit is closedonce in every revolution, which spring is connected by a lever to thesleeve of the governor r. On the engine running too fast thegovernor-will raise q, so thatit cannot make contact with 10, andconsequently there will be no electrlc spark in the tube Z at the timewhen the charge in the cylinder has been compressed. Consequently thesaid charge will continue to be alternately expanded and compressed bythe motion of .the piston until the speed of the engine has becomesufficiently reduced to cause the governor to allowq to make contactwith 10 again at the end of a compressingstroke, so that the charge willthen be fired.

Having thus described the nature of my invention and the best meansIknow for carrying the same into practical efifect, I claim 1. In afour-stroke-cycle gas or oil motor engine, the combination, with thedischargevalve of the engine, of a small cylinder and piston or otherappliance communicating with the engine-cylinder by a passage which isopened at or near the working-pistons-outstroke, so that the smallpiston is moved outward by the pressure of the explosion-gases, andthereby opens the discharge-valve at the end of the working-outstroke,and a valvular appliance moving with the engine piston, which at the endof the instroke puts the said small cylinder in communication with theat-' mosphere or exhaust, so as to allow the discharge-valve to close,substantially as described.

2. In four-stroke-cycle gas or oil motor engines, the combination, withthe dischargevalve f, of piston m, cylinder h, communicating with theengine-cylinder by passage 1',- passage 70, leading from cylinder toexhaust,

and recess 9 for putting passagesz' is in com-- munication with eachotherat end of instroke, substantially as described.

3. In fourstroke-cycle gas and oil motor engines, the combination ofdischarge-valve f, piston m, cylinder h, communicating with theengine-cylinder by passage 1., passage 10,1eading from cylinder toexhaust, and recess 9 for putting passages Us in communication with eachother at end of instroke, electrical ignitor Z, and circuit-closer q,operated by the governor to break the electric circuit when the engineruns too fast, substantially as and for the purposes described.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, this 9th day of May, A. D. 1890.v

NIOOLAUS AUGUST OTTO.

\Vitnesses:

PET. LANGEN, AUG. SPIEOKER.

IIO

